CN116194748A

CN116194748A - GPF pressure diagnosis control method, device and storage medium

Info

Publication number: CN116194748A
Application number: CN202080102513.7A
Authority: CN
Inventors: 张晓明; 钟勋; 万冬; 邹洪波
Original assignee: Zhejiang Geely Holding Group Co Ltd; Geely Automobile Research Institute Ningbo Co Ltd
Current assignee: Zhejiang Geely Holding Group Co Ltd; Geely Automobile Research Institute Ningbo Co Ltd
Priority date: 2020-10-29
Filing date: 2020-10-29
Publication date: 2023-05-30
Also published as: WO2022087934A1

Abstract

A pressure diagnostic control method of a GPF includes judging whether a vehicle is started; if so, judging whether a GPF differential pressure pipeline of the vehicle is frozen before the vehicle is started; releasing the pressure diagnostic condition to perform a pressure diagnostic if the GPF differential pressure line is not frozen prior to vehicle launch; monitoring accumulated ice melting time and accumulated ice forming time of the GPF differential pressure pipeline in the running process of the vehicle; and if the difference value between the accumulated icing time and the accumulated ice melting time is greater than or equal to the first preset time, resetting the accumulated icing time and the accumulated ice melting time, and prohibiting pressure diagnosis. The method can avoid the pressure diagnosis of the GPF when the pressure difference pipeline is frozen, thereby avoiding the misdiagnosis of the pressure.

Description

GPF pressure diagnosis control method, device and storage medium

Technical Field

The invention relates to the technical field of vehicle exhaust systems, in particular to a pressure diagnosis control method and device of a GPF and a storage medium.

Background

With the development of society, environmental awareness of the public is becoming stronger, and the emission of automobile exhaust is one of the main causes of environmental pollution, in order to reduce the emission of exhaust, GPF (Gasoline Particulate Filter, gasoline engine particle catcher) is generally added in the post-treatment system of a vehicle, and since the normal operation of GPF needs to be monitored to detect faults in time when GPF is damaged, removed and lost, a pressure sensor is generally used to monitor the pressure of GPF, and the pressure sensor and GPF must be communicated with each other through a pipeline, which is also called a differential pressure pipeline.

In low temperature environment, the differential pressure pipeline is easy to freeze, which may lead to pressure diagnosis before ice is not melted, thus reporting related error faults, such as misinformation of the pipeline being connected by mistake or falling off, but in fact, the connection of the differential pressure pipeline is correct. Therefore, there is a need to avoid GPF related diagnostics when the differential pressure line is in an icing condition.

At present, some prior art attempts to avoid the above problems by delaying the time after the post oxygen dew point, but the method still has certain limitations, for example, if the vehicle is always idle after being started at a low temperature, the post oxygen dew point must pass after a certain time, but the GPF differential pressure pipeline is not melted at a low temperature, and if the vehicle begins to perform pressure diagnosis again after the post oxygen dew point is over for a certain time, misdiagnosis still occurs.

Disclosure of Invention

The invention provides a pressure diagnosis control method of a GPF (gigabit passive optical network) so as to avoid pressure diagnosis when icing exists in a differential pressure pipeline, thereby avoiding misdiagnosis of pressure.

A first aspect of the present invention provides a pressure diagnostic control method of a GPF, the method comprising: judging whether the vehicle is started or not; if so, judging whether a GPF differential pressure pipeline of the vehicle is frozen before the vehicle is started; releasing a pressure diagnostic condition to perform a pressure diagnostic if the GPF differential pressure line is not frozen prior to the vehicle launch; monitoring accumulated ice melting time and accumulated ice forming time of the GPF differential pressure pipeline in the running process of the vehicle; and if the difference value between the accumulated icing time and the accumulated ice melting time is greater than or equal to a first preset time, resetting the accumulated icing time and the accumulated ice melting time, and prohibiting pressure diagnosis.

Further, the method further comprises: if the GPF differential pressure pipeline is frozen before the vehicle is started, prohibiting pressure diagnosis; and if the difference value between the accumulated ice melting time and the accumulated ice melting time is greater than or equal to a second preset time, resetting the accumulated ice melting time and the accumulated ice melting time, and releasing the pressure diagnosis condition to execute pressure diagnosis.

Further, the monitoring of the accumulated ice melting time and the accumulated ice forming time of the GPF differential pressure pipeline in the running process of the vehicle comprises the following steps: monitoring an exhaust temperature within the GPF; if the exhaust temperature in the GPF is greater than or equal to the preset exhaust temperature, counting the time when the GPF is at the exhaust temperature which is greater than or equal to the preset exhaust temperature as a first accumulation time; and determining the accumulated ice melting time based on the first accumulated time.

Further, the monitoring the accumulated ice melting time and the accumulated ice forming time of the GPF differential pressure pipeline in the running process of the vehicle further comprises: if the exhaust temperature in the GPF is greater than or equal to a preset exhaust temperature, determining a first time accumulation coefficient based on the ratio of the exhaust temperature of the GPF to the preset exhaust temperature; correspondingly, the determining the accumulated ice-melting time based on the first accumulated time includes: and determining the product of the first accumulation time and the first time accumulation coefficient as the accumulated ice melting time.

Further, the monitoring of the accumulated ice melting time and the accumulated ice forming time of the GPF differential pressure pipeline in the running process of the vehicle comprises the following steps: if the exhaust temperature in the GPF is smaller than the preset exhaust temperature, counting the time corresponding to the exhaust temperature in the GPF being smaller than the preset exhaust temperature into a second accumulation time; the accumulated icing time is determined based on the second accumulated time.

Further, before the step of counting the time in the GPF corresponding to the exhaust temperature being less than the preset exhaust temperature into the second accumulation time, the method further includes: if the exhaust temperature in the GPF is smaller than the preset exhaust temperature, monitoring the fuel cut-off working condition of the vehicle; and if the vehicle is not in the fuel cut-off working condition or the time in the fuel cut-off working condition is less than or equal to the preset fuel cut-off time, executing the step of counting the time in the GPF, which corresponds to the exhaust temperature being less than the preset exhaust temperature, into a second accumulation time.

Further, the monitoring the accumulated ice melting time and the accumulated ice forming time of the GPF differential pressure pipeline in the running process of the vehicle further comprises: if the exhaust temperature in the GPF is smaller than the preset exhaust temperature, determining a second time accumulation coefficient based on the ratio of the preset exhaust temperature to the exhaust temperature in the GPF; correspondingly, the determining the accumulated icing time based on the second accumulated time includes: and determining the product of the second accumulation time and the second time accumulation coefficient as the accumulated icing time.

Further, before the step of disabling pressure diagnostics, the method further comprises: monitoring whether the absolute value of the exhaust flow rate change rate in the GPF is larger than or equal to a preset exhaust flow rate change rate under a dynamic working condition; if yes, acquiring an accumulated value of absolute values of exhaust flow rate change rates, an accumulated value of absolute values of sensor differential pressure change rates and an accumulated value of absolute values of back pipe pressure change rates in the GPF; judging whether the accumulated value of the absolute value of the exhaust flow rate change rate is larger than or equal to a first preset accumulated value; if yes, judging whether the accumulated value of the absolute value of the pressure difference change rate of the sensor is larger than or equal to a second preset accumulated value and whether the accumulated value of the absolute value of the pressure change rate of the rear pipe is larger than or equal to a third preset accumulated value; if not, executing the step of prohibiting the pressure diagnosis.

Further, before the step of determining whether the vehicle is started, the method further includes: judging whether the vehicle is electrified; if yes, monitoring whether the environmental temperature of the vehicle before starting is greater than or equal to a first preset environmental temperature; if yes, acquiring the average environmental temperature of the previous driving cycle; if not, obtaining the water temperature of the engine; generating pre-start icing information for a GPF differential pressure circuit of the vehicle based on the last driving cycle average ambient temperature or the engine water temperature; correspondingly, the step of judging whether the GPF differential pressure pipeline of the vehicle is frozen before the vehicle is started comprises the following steps of: and judging whether the GPF differential pressure pipeline is frozen before the vehicle starts or not based on the pre-starting icing information.

Further, the generating pre-start icing information for the GPF differential pressure circuit of the vehicle based on the last driving cycle average ambient temperature or engine water temperature comprises: judging whether the average environmental temperature of the previous driving cycle is greater than or equal to a second preset environmental temperature; if yes, generating pre-starting icing information of the GPF differential pressure pipeline of the vehicle, wherein the pre-starting icing information is non-icing before starting.

Further, the generating pre-start icing information for the GPF differential pressure circuit of the vehicle based on the last driving cycle average ambient temperature or engine water temperature further comprises: if the average environmental temperature of the previous driving cycle is smaller than the second preset environmental temperature, acquiring the stop soaking time of the vehicle before starting; judging whether the time of stopping the leaching is greater than or equal to the preset stopping time or not; if yes, generating pre-starting icing information of the GPF differential pressure pipeline of the vehicle, wherein the pre-starting icing information is non-icing before starting.

Further, the generating pre-start icing information for the GPF differential pressure circuit of the vehicle based on the last driving cycle average ambient temperature or engine water temperature further comprises: judging whether the water temperature of the engine is larger than or equal to a preset water temperature of the engine; if not, generating pre-starting icing information of the GPF differential pressure pipeline of the vehicle, wherein the pre-starting icing information is possible to freeze before starting.

Further, the generating pre-start icing information for the GPF differential pressure circuit of the vehicle based on the last driving cycle average ambient temperature or engine water temperature further comprises: if the engine water temperature is greater than or equal to a preset engine water temperature, acquiring icing information when the last driving cycle of the vehicle is flameout; judging whether icing is possible or not in the flameout of the previous driving cycle based on the icing information in the flameout of the previous driving cycle; if so, generating pre-start icing information of the GPF differential pressure pipeline of the vehicle, wherein the pre-start icing information is possible to freeze before starting.

Further, the method further comprises: judging whether the vehicle is flameout or not; if so, judging whether the vehicle is likely to freeze or not when flameout occurs based on the accumulated ice melting time and the accumulated ice melting time; if yes, generating and recording icing information of the vehicle when the current driving cycle is flameout, wherein the icing information of the vehicle when the current driving cycle is flameout is possible to be iced; if not, generating and recording the icing information of the vehicle when the current driving cycle is flameout, wherein the icing information of the vehicle when the current driving cycle is flameout is non-icing.

A second aspect of the present invention provides a pressure diagnostic apparatus of a GPF, the apparatus comprising: the first judging module is used for judging whether the vehicle is started or not; the second judging module is used for judging whether the GPF differential pressure pipeline of the vehicle is frozen before the vehicle is started when the vehicle is started; a pressure diagnostic module for releasing a pressure diagnostic condition to perform a pressure diagnosis when the GPF differential pressure line is not frozen before the vehicle is started; the accumulated time monitoring module is used for monitoring accumulated ice melting time and accumulated ice forming time of the GPF differential pressure pipeline in the running process of the vehicle; the pressure diagnosis module is also used for resetting the accumulated icing time and the accumulated ice melting time and prohibiting pressure diagnosis when the difference value between the accumulated icing time and the accumulated ice melting time is larger than or equal to a first preset time.

A third aspect of the present invention provides a computer-readable storage medium storing at least one instruction, at least one program, a code set, or an instruction set, the at least one instruction, the at least one program, the code set, or the instruction set causing the computer to execute the pressure diagnostic control method as set forth in any one of the preceding claims.

Due to the technical scheme, the invention has the following beneficial effects:

the state of the GPF pressure difference pipeline when the vehicle is started is considered, and the possibility of icing of the GPF pressure difference pipeline in the running process of the vehicle is also considered, so that the false diagnosis of the pressure in the GPF can be effectively avoided;

by monitoring the accumulated ice melting time and the accumulated ice forming time, the ice forming state of the GPF differential pressure pipeline can be obtained in real time, so that timely intervention can be performed on diagnosis of the pressure in the GPF according to the real-time GPF differential pressure pipeline ice forming state.

Drawings

In order to more clearly illustrate the technical solution of the present invention, the following description will make a brief introduction to the drawings used in the description of the embodiments or the prior art. It is evident that the drawings in the following description are only some embodiments of the present invention and that other drawings may be obtained from these drawings without inventive effort for a person of ordinary skill in the art.

Fig. 1 is a schematic flow chart of a pressure diagnosis control method of a GPF according to an embodiment of the present invention;

FIG. 2 is a schematic flow chart of monitoring accumulated ice melting time and accumulated ice melting time of a GPF differential pressure pipeline in a vehicle running process in a GPF pressure diagnosis control method provided by an embodiment of the invention;

FIG. 3 is a flow chart of another method for controlling pressure diagnostics of a GPF according to an embodiment of the present invention;

FIG. 4 is an overall logic diagram of a method for pressure diagnostic control of a GPF according to an embodiment of the present invention;

fig. 5 is a schematic flow chart of ice melting and icing determination before starting a vehicle in the pressure diagnosis control method of GPF according to the embodiment of the invention. Fig. 6 is a schematic structural diagram of a GPF pressure diagnosis control apparatus according to an embodiment of the present invention.

Detailed Description

In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.

It should be noted that the terms "first," "second," and the like in the description and the claims and drawings of the present invention are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprise" and "have," as well as any variations thereof, are intended to cover a non-exclusive inclusion.

Referring to fig. 1, fig. 1 is a schematic flow chart of a pressure diagnosis control method according to an embodiment of the present invention, and the present specification provides the steps of the method according to the embodiment or the flowchart, but may include more or less steps based on conventional or non-creative labor. The order of steps recited in the embodiments is merely one way of performing the order of steps and does not represent a unique order of execution. In practice, the apparatus or device may execute sequentially or in parallel (e.g., in a parallel processor or multi-threaded processing environment) according to the methods illustrated in the embodiments or figures. As shown in fig. 1, the method may include:

step S101: judging whether the vehicle is started or not;

step S103: if so, judging whether a GPF differential pressure pipeline of the vehicle is frozen before the vehicle is started;

step S105: releasing a pressure diagnostic condition to perform a pressure diagnostic if the GPF differential pressure line is not frozen prior to the vehicle launch;

step S107: monitoring accumulated ice melting time and accumulated ice forming time of the GPF differential pressure pipeline in the running process of the vehicle;

In the embodiment of the invention, the accumulated ice melting time refers to accumulated time corresponding to an ice melting process in the GPF differential pressure pipeline, and the accumulated ice melting time refers to accumulated time corresponding to an ice melting process in the GPF differential pressure pipeline.

Step S109: and if the difference value between the accumulated icing time and the accumulated ice melting time is greater than or equal to a first preset time, resetting the accumulated icing time and the accumulated ice melting time, and prohibiting pressure diagnosis.

In a specific application, since the temperature drop and ice accumulation of the GPF differential pressure pipeline are time-consuming, if the accumulated icing time just exceeds the accumulated ice melting time, the pressure diagnosis is still reliable, and the GPF differential pressure pipeline can be caused to ice again when the accumulated icing time exceeds the accumulated ice melting time by a certain value, therefore, a first preset time can be set, and only when the difference between the accumulated icing time and the accumulated ice melting time is greater than or equal to the first preset time, the GPF differential pressure pipeline is indicated to ice again, and the pressure diagnosis is forbidden at the moment.

Wherein the first preset time is related to factors such as ambient temperature, vehicle speed, vehicle chassis arrangement, and the like.

It will be appreciated that the vehicle continues to monitor the accumulated icing time and accumulated de-icing time during vehicle operation until the inhibit pressure diagnostic is not achieved.

Preferably, in step S109, the pressure diagnosis is disabled, and the method may also return to step S107 to continuously monitor the accumulated icing time and the accumulated icing time in the running process of the vehicle, so that the GPF differential pressure pipeline can timely release the pressure diagnosis condition after the icing to perform the pressure diagnosis.

Of course, after the pressure diagnosis is disabled in step S109, the accumulated icing time and the accumulated icing time during the running of the vehicle may not be monitored again, that is, the pressure diagnosis is disabled after it is determined that there is ice in the GPF differential pressure pipe, and the step of subsequent cycle monitoring may not be performed. By implementing the embodiment of the invention, not only the state of the GPF pressure difference pipeline when the vehicle is started is considered, but also the possibility of icing of the GPF pressure difference pipeline in the running process of the vehicle is considered, so that the false diagnosis of the pressure in the GPF can be effectively avoided; and by monitoring the accumulated ice melting time and the accumulated ice freezing time, the ice state of the GPF differential pressure pipeline can be obtained in real time, so that the diagnosis of the pressure in the GPF can be timely interfered according to the real-time ice state of the GPF differential pressure pipeline.

In some embodiments, the method may further include, in consideration of a situation in which there is ice before the vehicle starts and the ice-melting determination is completed after the start:

step S104: if the GPF differential pressure pipeline is frozen before the vehicle is started, prohibiting pressure diagnosis;

step S108: and if the difference value between the accumulated ice melting time and the accumulated ice melting time is greater than or equal to a second preset time, resetting the accumulated ice melting time and the accumulated ice melting time, and releasing the pressure diagnosis condition to execute pressure diagnosis.

In a specific application, considering that ice melting and icing may be alternately performed during driving, and a certain time is required from when the GPF differential pressure pipeline is greater than zero degrees celsius to when ice melting is performed, it is possible to ensure that the GPF differential pressure pipeline completely melts ice only when the accumulated ice melting time exceeds the accumulated ice melting time by a certain value (a second preset time), and then the pressure diagnosis is performed reliably.

Wherein the second preset time is related to factors such as ambient temperature, vehicle speed, vehicle chassis arrangement, and the like.

It will be appreciated that the vehicle continues to monitor the accumulated icing time and accumulated ice melting time during vehicle operation until the pressure diagnostic condition is released to perform the pressure diagnostic until the inhibit pressure diagnostic is not achieved.

Preferably, the step S108 releases the pressure diagnosis condition and returns to the step S107 to continuously monitor the accumulated icing time and the accumulated ice melting time in the running process of the vehicle, so that the GPF differential pressure pipeline can timely prohibit the pressure diagnosis after icing to prevent the false alarm of GPF differential pressure pipeline fault.

Of course, after the pressure diagnostic condition is released in step S108, the accumulated icing time and the accumulated icing time during the running of the vehicle may not be monitored again, that is, the pressure diagnostic condition is released after the ice melting in the GPF differential pressure pipeline is determined, and the step of subsequent cycle monitoring may not be performed.

In some embodiments, as shown in fig. 2, the monitoring the accumulated ice melting time and the accumulated ice forming time of the GPF differential pressure pipeline during vehicle operation may include:

step S201: monitoring whether the exhaust temperature in the GPF is greater than or equal to a preset exhaust temperature;

in the embodiment of the present invention, the exhaust temperature in the GPF may be an actual measurement value or a model value of a temperature sensor disposed at an upstream or other positions of the GPF, and the preset exhaust temperature refers to an exhaust temperature value that can make the GPF differential pressure pipeline be stabilized at zero degrees celsius due to exhaust temperature radiation in the GPF in a steady state.

Specifically, the temperature rise of the GPF differential pressure pipeline mainly comes from radiation heat transfer of the exhaust temperature in the GPF, so that the radiation heat condition of the GPF differential pressure pipeline can be approximately judged according to the exhaust temperature in the GPF. At low temperature, the heat exchange between the GPF differential pressure pipeline and the environment is fast, if the exhaust temperature is too low, even if the exhaust temperature is too long, the heat of the GPF differential pressure pipeline cannot be accumulated to be a positive value, so that the temperature of the GPF differential pressure pipeline can be increased to zero ℃, and therefore the preset exhaust temperature is set to be an exhaust temperature value capable of increasing the temperature of the GPF differential pressure pipeline to zero ℃. And the GPF differential pressure pipeline is related to heat exchange of the external environment, the ambient temperature and the vehicle speed, so that the preset exhaust temperature is a function of the ambient temperature and the vehicle speed.

Further, since it takes a certain time for the exhaust gas temperature to be transferred to the GPF differential pressure pipeline, the exhaust gas temperature may be filtered so that the filtered exhaust gas temperature conforms to the temperature variation trend of the GPF differential pressure pipeline. Since the time at which the exhaust temperature is transferred to the GPF differential pressure line is affected by the ambient temperature and the vehicle speed, the filter coefficient of the exhaust temperature may be a function of the ambient temperature and the vehicle speed. In addition, considering that if the exhaust temperature is in the continuous falling process, since the heating effect on the GPF differential pressure pipeline is weakened and the heat transfer of the GPF differential pressure pipeline to the external environment is accelerated, the temperature of the GPF differential pressure pipeline is reduced faster than the temperature, the same filter coefficient is not used for filtering the continuously rising exhaust temperature and the continuously falling exhaust temperature, but a larger filter coefficient is used for filtering the continuously rising exhaust temperature, and a smaller filter coefficient is used for filtering the continuously falling exhaust temperature.

Step S202: if the exhaust temperature in the GPF is greater than or equal to the preset exhaust temperature, counting the time when the GPF is at the exhaust temperature which is greater than or equal to the preset exhaust temperature as a first accumulation time;

in a specific application, the influence of the exhaust temperature on the accumulated ice melting time caused by the deviation of the exhaust temperature from the preset exhaust temperature can be considered, and in the case that the exhaust temperature is greater than or equal to the preset exhaust temperature, if the exhaust temperature is higher, the heating efficiency of the GPF differential pressure pipeline is higher, the time required for melting the ice is shorter, so that a first time accumulation coefficient can be set, and the first time accumulation coefficient is used for representing the increasing speed of the first accumulation time.

That is, further, the steps of: and if the exhaust temperature in the GPF is greater than or equal to the preset exhaust temperature, determining a first time accumulation coefficient based on the ratio of the exhaust temperature in the GPF to the preset exhaust temperature.

Step S203: and determining the accumulated ice melting time based on the first accumulated time.

In an embodiment of the present invention, a ratio of the exhaust temperature in the GPF to the preset exhaust temperature is an input of a first time accumulation coefficient.

If the influence of the deviation of the exhaust temperature from the preset exhaust temperature on the accumulated ice melting time is not considered, the first accumulated time can be directly determined to be the accumulated ice melting time.

Further, if the influence of the deviation of the exhaust temperature from the preset exhaust temperature on the accumulated ice melting time is considered, the product of the first accumulated time and the first time accumulation coefficient can be determined as the accumulated ice melting time.

In some embodiments, as shown in fig. 2, the monitoring the accumulated ice melting time and the accumulated ice forming time of the GPF differential pressure pipeline during the vehicle operation may further include:

step S204: if the exhaust temperature in the GPF is smaller than the preset exhaust temperature, monitoring the fuel cut-off working condition of the vehicle;

step S205: if the vehicle is not in the fuel cut-off working condition or the time in the fuel cut-off working condition is less than or equal to the preset fuel cut-off time, the time corresponding to the exhaust temperature in the GPF being less than the preset exhaust temperature is counted into a second accumulation time;

in specific application, the influence of oil interruption on accumulated icing time is also considered, when the oil interruption working condition is met, because fuel combustion is not carried out, exhaust gas in the GPF lacks water vapor, and the contribution to icing risk is small, so that when the oil interruption lasts for a certain time, even if the exhaust gas temperature is smaller than the preset exhaust gas temperature, the accumulated icing time is not increased.

In a specific application, the influence of the exhaust temperature deviating from the preset exhaust temperature on the accumulated icing time can be considered, and in the case that the exhaust temperature is smaller than the preset exhaust temperature, if the exhaust temperature is lower, the time required for indicating icing is shorter, and the second accumulated time increases faster, so that a second time accumulation coefficient can be set, and the second time accumulation coefficient is used for representing the increasing speed of the second accumulated time.

That is, further, the steps of: and if the exhaust temperature in the GPF is smaller than the preset exhaust temperature, determining a second time accumulation coefficient based on the ratio of the preset exhaust temperature to the exhaust temperature in the GPF.

Step S206: the accumulated icing time is determined based on the second accumulated time.

In an embodiment of the present invention, a ratio of the preset exhaust temperature to the exhaust temperature in the GPF is an input of a second time accumulation coefficient.

If the influence of the deviation of the exhaust temperature from the preset exhaust temperature on the accumulated icing time is not considered, the second accumulated time can be directly determined to be the accumulated icing time.

Further, if the influence of the deviation of the exhaust temperature from the preset exhaust temperature on the accumulated ice melting time is considered, the product of the second accumulated time and the second time accumulation coefficient can be determined as the accumulated ice melting time.

Example two

In this embodiment, based on the first embodiment, when it is determined that the GPF differential pressure pipeline has ice before the vehicle starts or when it is determined that the difference between the accumulated ice time and the accumulated ice time is greater than or equal to a first preset time, the possibility of ice formation of the GPF differential pressure pipeline may be determined again, so as to increase reliability of the determination. As shown in fig. 3, a flowchart illustrating a second embodiment of a pressure diagnosis control method according to the present invention may specifically include:

Step S301: judging whether the vehicle is started or not;

if the vehicle is started, the process proceeds to step S302.

Step S302: judging whether a GPF differential pressure pipeline of the vehicle is frozen before the vehicle is started;

if the GPF differential pressure pipeline of the vehicle has ice before the vehicle is started, the step S303 is entered;

if the GPF differential pressure line of the vehicle is not frozen before the vehicle is started, step S311 is directly performed.

Step S303: monitoring whether the absolute value of the exhaust flow rate change rate in the GPF is larger than or equal to a preset exhaust flow rate change rate under a dynamic working condition;

in the embodiment of the invention, the preset exhaust flow rate is a critical value for judging that the change of the exhaust flow rate in the GPF is enough to cause the obvious change of the pressure in the GPF, and whether the change of the exhaust flow rate in the GPF is fast enough can be judged by monitoring whether the absolute value of the exhaust flow rate in the GPF is larger than or equal to the preset exhaust flow rate under the dynamic working condition, if the absolute value of the exhaust flow rate in the GPF is larger than or equal to the preset exhaust flow rate, the exhaust flow rate in the GPF is indicated to be fast.

If the absolute value of the change rate of the exhaust flow in the GPF is greater than or equal to the preset exhaust flow change rate, step S304 is performed.

Step S304: acquiring an accumulated value of the absolute value of the exhaust flow rate change rate, an accumulated value of the absolute value of the sensor differential pressure change rate and an accumulated value of the absolute value of the post-pipe pressure change rate in the GPF;

in particular applications, the exhaust flow rate, sensor differential pressure rate, and rear pipe pressure rate of change within the GPF may all be calculated by monitoring pressure sensors.

Step S305: judging whether the accumulated value of the absolute value of the exhaust flow rate change rate is larger than or equal to a first preset accumulated value;

in the embodiment of the invention, the first preset accumulated value is a critical value of accumulated dynamic energy in the GPF, whether the accumulated dynamic energy in the GPF is large enough is judged by judging whether the accumulated value of the absolute value of the exhaust flow rate change rate is larger than or equal to the first preset accumulated value, if the accumulated value of the absolute value of the exhaust flow rate change rate is larger than or equal to the first preset accumulated value, the accumulated dynamic energy in the GPF is indicated to be large enough, and at the moment, the system can judge the pressure energy transmission condition by combining the accumulated value of the absolute value of the sensor differential pressure change rate and the accumulated value of the absolute value of the post-pipe pressure change rate.

If the cumulative value of the absolute value of the exhaust flow rate change rate is greater than or equal to a first preset cumulative value, step S306 is performed;

If the integrated value of the absolute value of the exhaust flow rate change rate is smaller than the first preset integrated value, the step S303 is returned.

Step S306: judging whether the accumulated value of the absolute value of the pressure difference change rate of the sensor is larger than or equal to a second preset accumulated value and whether the accumulated value of the absolute value of the pressure change rate of the rear pipe is larger than or equal to a third preset accumulated value;

in the embodiment of the invention, the second preset accumulation value is a critical value of an accumulation value of an absolute value of a differential pressure change rate, the third preset accumulation value is a critical value of an accumulation value of an absolute value of a back pipe pressure change rate, whether ice blockage in a GPF differential pressure pipeline is detected by judging whether the accumulation value of the absolute value of the differential pressure change rate of the sensor is greater than or equal to the second preset accumulation value and whether the accumulation value of the absolute value of the back pipe pressure change rate is greater than or equal to the third preset accumulation value, and if the accumulation value of the absolute value of the differential pressure change rate of the sensor is greater than or equal to the second preset accumulation value and the accumulation value of the absolute value of the back pipe pressure change rate is greater than or equal to the third preset accumulation value, no ice blockage is detected, and if the accumulation value of the absolute value of the differential pressure change rate of the sensor is less than the second preset accumulation value and/or the accumulation value of the absolute value of the back pipe pressure change rate is less than the third preset accumulation value.

Therefore, if the integrated value of the absolute value of the pressure difference change rate of the sensor is greater than or equal to the second preset integrated value and the integrated value of the absolute value of the pressure change rate of the rear pipe is greater than or equal to the third preset integrated value, directly proceeding to step S311;

if the integrated value of the absolute value of the sensor differential pressure change rate is smaller than the second preset integrated value and/or the integrated value of the absolute value of the rear pipe pressure change rate is smaller than the third preset integrated value, the step S307 is performed.

Step S307: disabling pressure diagnostics;

step S308: monitoring accumulated ice melting time and accumulated ice forming time of the GPF differential pressure pipeline in the running process of the vehicle;

step S309: judging whether the difference value between the accumulated ice melting time and the accumulated icing time is more than or equal to a second preset time;

if the difference between the accumulated ice melting time and the accumulated icing time is greater than or equal to the second preset time, step S311 is performed.

Step S310: judging whether the difference value between the accumulated icing time and the accumulated ice melting time is larger than or equal to a first preset time;

and if the difference value between the accumulated icing time and the accumulated ice melting time is greater than or equal to the first preset time, resetting the accumulated icing time and the accumulated ice melting time, and returning to the step S303.

Step S311: resetting the accumulated icing time and the accumulated de-icing time, and releasing the pressure diagnostic condition to perform pressure diagnosis.

In a specific application, if a vehicle is often driven under a low-speed low-load working condition, the temperature in the GPF differential pressure pipeline may be always lower than zero ℃, which may cause ice melting or the GPF differential pressure pipeline which is not frozen originally to be re-accumulated, at this time, if pressure diagnosis is not completed, misdiagnosis may still be caused, so whether ice is formed before starting or not, even if ice melting judgment is completed, after the pressure diagnosis condition is released, continuous judgment is still required for the possibility of ice accumulation of the GPF differential pressure pipeline, so that long-time low-load low-speed driving is avoided after ice melting, and the GPF differential pressure pipeline is frozen again, thereby avoiding misdiagnosis.

Thus, in the embodiment of the present invention, step S308 may be performed in return while or after step S311 is performed, until the vehicle detects that the vehicle is flameout, that is, the vehicle may be cycled from step S308 to step S311 during the vehicle operation from after the start to before the flameout.

Example III

Based on the first embodiment, the present embodiment may further perform ice melting and icing determination before the vehicle starts by combining a plurality of factors, so as to increase the reliability of the ice melting and icing determination before the vehicle starts. As shown in fig. 4, which is a general logic diagram illustrating a pressure diagnosis control method according to the present invention, and as further shown in fig. 5, which is a schematic diagram illustrating a pre-start de-icing/icing determination procedure of the vehicle in fig. 4, the pre-start de-icing/icing determination procedure may specifically include:

Step S501: judging whether the vehicle is electrified;

if the vehicle is powered on, the step S502 is entered;

step S502: monitoring whether the environmental temperature of the vehicle before starting is greater than or equal to a first preset environmental temperature;

in the embodiment of the invention, the first preset environmental temperature may be a critical environmental temperature at which the GPF differential pressure pipeline begins to freeze, and whether the vehicle is in a warm environment may be determined by monitoring whether the environmental temperature of the vehicle before starting is greater than or equal to the first preset environmental temperature, and if the environmental temperature of the vehicle is greater than or equal to the first preset environmental temperature, it may be determined that the vehicle is in a warm environment, otherwise, it may be determined that the vehicle is in a cold environment.

Therefore, if the environmental temperature of the vehicle before starting is greater than or equal to the first preset environmental temperature, step S503 is performed, and if the environmental temperature of the vehicle before starting is less than the first preset environmental temperature, step S505 is performed.

Step S503: acquiring the average environmental temperature of the previous driving cycle, and judging whether the average environmental temperature of the previous driving cycle is more than or equal to a second preset environmental temperature;

in the embodiment of the present invention, the average environmental temperature of the previous driving cycle refers to an average environmental temperature of the vehicle in the previous driving cycle (i.e. from start to flameout), the second preset environmental temperature may be an average environmental temperature capable of enabling the GPF differential pressure pipeline to freeze, and whether the vehicle is parked in a warm warehouse or a greenhouse in winter may be determined by determining whether the average environmental temperature of the previous driving cycle is greater than or equal to the second preset environmental temperature, if the average environmental temperature of the previous driving cycle is greater than or equal to the second preset environmental temperature, it is indicated that the environmental temperature of the vehicle that has recently run is not low temperature and is not likely to freeze; if the average temperature of the previous driving cycle is less than the second preset environmental temperature, the vehicle may be driven into a warm house or a warm house from a low-temperature environment, and the stop time of the vehicle in the warm house or the warm house is needed to be combined to judge whether icing is possible.

Therefore, if the previous driving cycle average temperature is greater than or equal to the second preset environmental temperature, the step S507 is performed, and if the previous driving cycle average temperature is less than the second preset environmental temperature, the step S504 is performed.

Step S504: acquiring the shutdown time of the vehicle before starting, and judging whether the shutdown time is greater than or equal to the preset shutdown time;

in the embodiment of the invention, the shutdown time refers to the time when the vehicle is stopped in a warm warehouse or a warm house, the preset shutdown time can be set to be the shortest time for completely melting ice in the GPF differential pressure pipeline, and if the shutdown time is greater than or equal to the preset shutdown time, the shutdown time indicates that the GPF differential pressure pipeline is melted even if ice is affirmatively formed, and the GPF differential pressure pipeline is not frozen; if the shutdown time is less than the preset shutdown time, the icing in the GPF differential pressure pipeline may not be melted.

In a specific application, the preset downtime at different temperatures can be determined based on experiments in advance, so that the preset downtime corresponding to the environment temperature can be queried based on the environment temperature of the vehicle when the vehicle is in use.

Therefore, if the time of the shutdown leaching is greater than or equal to the preset shutdown time, the step S507 is entered, and if not, the step S508 is entered.

Step S505: acquiring the water temperature of an engine, and judging whether the water temperature of the engine is more than or equal to the preset water temperature of the engine;

in the embodiment of the invention, the preset engine water temperature is a critical engine water temperature used for representing that a GPF differential pressure pipeline starts to freeze at a low temperature, whether the parking time of the vehicle in a cold environment is enough to freeze can be judged by judging whether the engine water temperature is more than or equal to the preset engine water temperature, if the engine water temperature is more than or equal to the preset engine water temperature, the stopping time of the vehicle in the cold environment is not long, and at the moment, whether the possibility of icing exists is judged by combining the icing information when the last driving cycle is flameout; if the engine water temperature is smaller than the preset engine water temperature, the vehicle is stopped for a long time in a cold environment, and the possibility of icing is indicated.

Therefore, if the engine water temperature is equal to or higher than the preset engine water temperature, the process proceeds to step S506, and if not, the process proceeds to step S508.

Step S506: acquiring icing information of the vehicle when the last driving cycle is flameout, and judging whether icing is possible or not when the last driving cycle is flameout based on the icing information when the last driving cycle is flameout;

If there is a possibility of ice formation during flameout of the previous driving cycle, the process proceeds to step S508, and if not, the process proceeds to step S507.

Step S507: generating pre-starting icing information of a GPF differential pressure pipeline of the vehicle, wherein the pre-starting icing information is non-icing before starting;

step S508: generating pre-start icing information of a GPF differential pressure pipeline of the vehicle, wherein the pre-start icing information is possible to freeze before starting;

accordingly, step S302 in fig. 3 may include:

and judging whether the GPF differential pressure pipeline is frozen before the vehicle starts or not based on the pre-starting icing information.

Specifically, when the pre-start icing information is non-icing before starting, the GPF differential pressure pipeline is judged to be non-icing before starting the vehicle, and when the pre-start icing information is possible icing before starting, the GPF differential pressure pipeline is judged to be icing before starting the vehicle.

In some embodiments, the method may further include, in view of the icing determination after the next drive cycle is powered up:

judging whether the vehicle is flameout or not;

if so, judging whether the vehicle is likely to freeze or not when flameout occurs based on the accumulated ice melting time and the accumulated ice melting time;

if yes, generating and recording icing information of the vehicle when the current driving cycle is flameout, wherein the icing information of the vehicle when the current driving cycle is flameout is possible to be iced;

If not, generating and recording the icing information of the vehicle when the current driving cycle is flameout, wherein the icing information of the vehicle when the current driving cycle is flameout is non-icing.

In a specific application, the icing information when the current driving cycle is flameout may be stored in an ECU (electronic control unit), and in the next driving cycle, the information may be read from the ECU and used for icing and deicing determination before starting.

Example IV

The embodiment of the invention also provides a pressure diagnosis device of the GPF, as shown in fig. 6, the device can comprise:

a first determining module 610, configured to determine whether the vehicle is started;

a second judging module 620, configured to judge whether a GPF differential pressure pipeline of the vehicle is frozen before the vehicle starts when the vehicle starts;

a pressure diagnostic module 630 for releasing a pressure diagnostic condition to perform a pressure diagnostic when the GPF differential pressure line is not frozen prior to the vehicle launch;

the accumulated time monitoring module 640 is used for monitoring accumulated ice melting time and accumulated ice forming time of the GPF differential pressure pipeline in the running process of the vehicle;

the pressure diagnosis module is also used for resetting the accumulated icing time and the accumulated ice melting time and prohibiting pressure diagnosis when the difference value between the accumulated icing time and the accumulated ice melting time is larger than or equal to a first preset time.

In some embodiments, the pressure diagnostic module is further to disable pressure diagnostics when the GPF differential pressure line has ice prior to vehicle launch;

the pressure diagnosis module is further used for resetting the accumulated ice melting time and the accumulated ice melting time when the difference value between the accumulated ice melting time and the accumulated ice melting time is larger than or equal to a second preset time, and releasing pressure diagnosis conditions to execute pressure diagnosis.

In some embodiments, the accumulation time monitoring module may include:

an exhaust temperature monitoring sub-module for monitoring an exhaust temperature within the GPF;

the first accumulation time determining submodule is used for counting the time corresponding to the exhaust temperature of the GPF being greater than or equal to the preset exhaust temperature into the first accumulation time when the exhaust temperature of the GPF is greater than or equal to the preset exhaust temperature;

and the accumulated ice melting time determining submodule is used for determining the accumulated ice melting time based on the first accumulated time.

In some embodiments, the accumulation time monitoring module may further include:

a first accumulation coefficient determination submodule, configured to determine a first time accumulation coefficient based on a ratio of an exhaust temperature in the GPF to a preset exhaust temperature when the exhaust temperature in the GPF is greater than or equal to the preset exhaust temperature;

The accumulated ice melting time is further used for determining the product of the first accumulated time and the first time accumulation coefficient as the accumulated ice melting time.

the second accumulation time determining submodule is used for counting the time corresponding to the exhaust temperature in the GPF being smaller than the preset exhaust temperature into the second accumulation time when the exhaust temperature in the GPF is smaller than the preset exhaust temperature;

and the accumulated icing time determining submodule is used for determining the accumulated icing time based on the second accumulated time.

In some embodiments, the apparatus may further comprise:

the fuel cut-off working condition monitoring module is used for monitoring the fuel cut-off working condition of the vehicle when the exhaust temperature in the GPF is smaller than the preset exhaust temperature;

the second accumulation time determining submodule is further used for counting the time corresponding to the exhaust temperature in the GPF being smaller than the preset exhaust temperature into the second accumulation time when the vehicle is not in the fuel cut-off working condition or the time when the vehicle is in the fuel cut-off working condition is smaller than or equal to the preset fuel cut-off time.

A second time accumulation coefficient determination sub-module for determining a second time accumulation coefficient based on a ratio of the preset exhaust temperature to the exhaust temperature in the GPF, when the exhaust temperature in the GPF is less than the preset exhaust temperature;

the second accumulated icing time determination submodule is further configured to determine a product of the second accumulated time and the second time accumulation coefficient as the accumulated icing time.

In some embodiments, the apparatus may further comprise:

the exhaust flow rate change rate monitoring module is used for monitoring whether the absolute value of the exhaust flow rate change rate in the GPF is larger than or equal to a preset exhaust flow rate change rate under a dynamic working condition;

the accumulated value acquisition module is used for acquiring the accumulated value of the absolute value of the exhaust flow rate in the GPF, the accumulated value of the absolute value of the sensor pressure difference change rate and the accumulated value of the absolute value of the post-pipe pressure change rate when the absolute value of the exhaust flow rate in the GPF is greater than or equal to the preset exhaust flow rate change rate;

the third judging module is used for judging whether the accumulated value of the absolute value of the exhaust flow rate change rate is larger than or equal to a first preset accumulated value;

a fourth judging module, configured to judge whether the integrated value of the absolute value of the sensor differential pressure change rate is greater than or equal to a second preset integrated value and whether the integrated value of the absolute value of the rear pipe pressure change rate is greater than or equal to a third preset integrated value when the integrated value of the absolute value of the exhaust gas flow rate change rate is greater than or equal to a first preset integrated value;

The pressure diagnosis module is further used for prohibiting pressure diagnosis when the accumulated value of the absolute value of the pressure difference change rate of the sensor is smaller than a second preset accumulated value and/or the accumulated value of the absolute value of the pressure change rate of the rear pipe is smaller than a third preset accumulated value.

In some embodiments, the apparatus may further comprise:

the power-on judging module is used for judging whether the vehicle is powered on or not;

the environment temperature monitoring module is used for monitoring whether the environment temperature of the vehicle before starting is greater than or equal to a first preset environment temperature when the vehicle is electrified;

the driving cycle average ambient temperature obtaining module is used for obtaining the driving cycle average ambient temperature when the ambient temperature before starting is greater than or equal to a first preset ambient temperature;

the engine water temperature acquisition module is used for acquiring the engine water temperature when the environmental temperature before starting is smaller than a first preset environmental temperature;

the pre-starting icing information generation module is used for generating pre-starting icing information of a GPF differential pressure pipeline of the vehicle based on the average ambient temperature of the previous driving cycle or the water temperature of the engine;

correspondingly, the second judging module is further used for judging whether the GPF differential pressure pipeline is frozen before the vehicle starts or not based on the pre-starting icing information.

In some embodiments, the pre-start icing information generation module may include:

the last driving cycle average environmental temperature judging submodule is used for judging whether the last driving cycle average environmental temperature is greater than or equal to a second preset environmental temperature;

and the pre-starting icing information generation sub-module is used for generating pre-starting icing information of the GPF differential pressure pipeline of the vehicle when the average environmental temperature of the previous driving cycle is more than or equal to a second preset environmental temperature, wherein the pre-starting icing information is non-icing before starting.

In some embodiments, the pre-start icing information generation module may further comprise:

the shutdown leaching time acquisition sub-module is used for acquiring the shutdown leaching time of the vehicle before starting when the average environmental temperature of the previous driving cycle is smaller than a second preset environmental temperature;

the judging submodule is used for judging whether the time of stopping the leaching is greater than or equal to the preset stopping time or not;

the pre-starting icing information generation sub-module is further used for generating pre-starting icing information of the GPF differential pressure pipeline of the vehicle when the shutdown leaching time is more than or equal to the preset shutdown time, wherein the pre-starting icing information is non-icing before starting.

the engine water temperature judging submodule is used for judging whether the engine water temperature is greater than or equal to a preset engine water temperature;

the pre-starting icing information generation sub-module is further used for generating pre-starting icing information of the GPF differential pressure pipeline of the vehicle when the engine water temperature is smaller than a preset engine water temperature, wherein the pre-starting icing information is possible to freeze before starting.

the ice information acquisition sub-module is used for acquiring ice information when the last driving cycle of the vehicle is flameout when the water temperature of the engine is greater than or equal to the preset water temperature of the engine;

the icing possibility judging module is used for judging whether icing is possible or not in the previous driving cycle flameout based on the icing information in the previous driving cycle flameout;

the pre-starting icing information generation sub-module is further used for generating pre-starting icing information of the GPF differential pressure pipeline of the vehicle when the possibility of icing exists when the last driving cycle is flameout, and the pre-starting icing information is possible to freeze before starting.

In some embodiments, the method may further comprise:

the flameout judging module is used for judging whether the vehicle flameout;

the flameout icing possibility judging module is used for judging whether the vehicle is icing possible or not in flameout based on the accumulated ice melting time and the accumulated icing time when the vehicle is flameout;

the flameout icing information generation module is used for generating and recording icing information of the vehicle when the current driving cycle is flameout when the vehicle is likely to freeze when flameout occurs, wherein the icing information of the vehicle when the current driving cycle is flameout is likely to freeze when flameout occurs;

the flameout icing information generation module is further used for generating and recording icing information of the vehicle when the current driving cycle is flameout when the vehicle is not likely to freeze during flameout, and the icing information of the vehicle when the current driving cycle is flameout is non-icing during flameout.

The device and method embodiments in the device embodiments are based on the same inventive concept, and are not described herein.

In addition, an embodiment of the present invention further provides a computer-readable storage medium, where the computer-readable storage medium stores at least one instruction, at least one program, a code set, or an instruction set, where the at least one instruction, the at least one program, the code set, or the instruction set causes the computer to execute any one of the pressure diagnosis control methods.

The foregoing examples illustrate only a few embodiments of the invention, which are described in detail and are not to be construed as limiting the scope of the invention. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the invention, which are all within the scope of the invention. Accordingly, the scope of protection of the present invention is subject to the appended claims.

Claims

A pressure diagnostic control method of a GPF, the method comprising:

judging whether the vehicle is started or not;

if so, judging whether a GPF differential pressure pipeline of the vehicle is frozen before the vehicle is started;

releasing a pressure diagnostic condition to perform a pressure diagnostic if the GPF differential pressure line is not frozen prior to the vehicle launch;

monitoring accumulated ice melting time and accumulated ice forming time of the GPF differential pressure pipeline in the running process of the vehicle;

and if the difference value between the accumulated icing time and the accumulated ice melting time is greater than or equal to a first preset time, resetting the accumulated icing time and the accumulated ice melting time, and prohibiting pressure diagnosis.
The pressure diagnostic control method of claim 1, wherein said method further comprises:

If the GPF differential pressure pipeline is frozen before the vehicle is started, prohibiting pressure diagnosis;

and if the difference value between the accumulated ice melting time and the accumulated ice melting time is greater than or equal to a second preset time, resetting the accumulated ice melting time and the accumulated ice melting time, and releasing the pressure diagnosis condition to execute pressure diagnosis.
The pressure diagnostic control method of claim 1, wherein monitoring the accumulated ice melting time and accumulated ice forming time of the GPF differential pressure line during vehicle operation comprises:

monitoring an exhaust temperature within the GPF;

if the exhaust temperature in the GPF is greater than or equal to the preset exhaust temperature, counting the time corresponding to the exhaust temperature in the GPF greater than or equal to the preset exhaust temperature into a first accumulation time;

and determining the accumulated ice melting time based on the first accumulated time.
The pressure diagnostic control method of claim 3, wherein said monitoring accumulated ice melting time and accumulated ice forming time of said GPF differential pressure line during vehicle operation further comprises:

if the exhaust temperature in the GPF is greater than or equal to a preset exhaust temperature, determining a first time accumulation coefficient based on the ratio of the exhaust temperature in the GPF to the preset exhaust temperature;

Correspondingly, the determining the accumulated ice-melting time based on the first accumulated time includes:

and determining the product of the first accumulation time and the first time accumulation coefficient as the accumulated ice melting time.
The pressure diagnostic control method of claim 1, wherein monitoring the accumulated ice melting time and accumulated ice forming time of the GPF differential pressure line during vehicle operation comprises:

if the exhaust temperature in the GPF is smaller than the preset exhaust temperature, counting the time corresponding to the exhaust temperature in the GPF being smaller than the preset exhaust temperature into a second accumulation time;

the accumulated icing time is determined based on the second accumulated time.
The pressure diagnostic control method of claim 5, wherein prior to said step of counting a time within said GPF corresponding to an exhaust temperature less than a preset exhaust temperature as a second accumulation time, said method further comprising:

if the exhaust temperature in the GPF is smaller than the preset exhaust temperature, monitoring the fuel cut-off working condition of the vehicle;

and if the vehicle is not in the fuel cut-off working condition or the time in the fuel cut-off working condition is less than or equal to the preset fuel cut-off time, executing the step of counting the time in the GPF, which corresponds to the exhaust temperature being less than the preset exhaust temperature, into a second accumulation time.
The pressure diagnostic control method of claim 5 or 6, wherein monitoring the accumulated ice melting time and accumulated ice forming time of the GPF differential pressure line during vehicle operation further comprises:

if the exhaust temperature in the GPF is smaller than the preset exhaust temperature, determining a second time accumulation coefficient based on the ratio of the preset exhaust temperature to the exhaust temperature in the GPF;

correspondingly, the determining the accumulated icing time based on the second accumulated time includes:

and determining the product of the second accumulation time and the second time accumulation coefficient as the accumulated icing time.
The pressure diagnostic control method according to claim 1, characterized in that, before the step of prohibiting pressure diagnosis, the method further comprises:

when the difference value between the accumulated icing time and the accumulated ice melting time is larger than or equal to a first preset time, monitoring whether the absolute value of the exhaust flow rate change rate in the GPF under the dynamic working condition is larger than or equal to a preset exhaust flow rate change rate;

if yes, acquiring an accumulated value of absolute values of exhaust flow rate change rates, an accumulated value of absolute values of sensor differential pressure change rates and an accumulated value of absolute values of back pipe pressure change rates in the GPF;

Judging whether the accumulated value of the absolute value of the exhaust flow rate change rate is larger than or equal to a first preset accumulated value;

if yes, judging whether the accumulated value of the absolute value of the pressure difference change rate of the sensor is larger than or equal to a second preset accumulated value and whether the accumulated value of the absolute value of the pressure change rate of the rear pipe is larger than or equal to a third preset accumulated value;

if not, executing the step of prohibiting the pressure diagnosis.
The pressure diagnostic control method according to claim 1, characterized in that, before the step of determining whether the vehicle is started, the method further comprises:

judging whether the vehicle is electrified;

if yes, monitoring whether the environmental temperature of the vehicle before starting is greater than or equal to a first preset environmental temperature;

if yes, acquiring the average environmental temperature of the previous driving cycle;

if not, obtaining the water temperature of the engine;

generating pre-start icing information for a GPF differential pressure circuit of the vehicle based on the last driving cycle average ambient temperature or the engine water temperature;

correspondingly, the step of judging whether the GPF differential pressure pipeline of the vehicle is frozen before the vehicle is started comprises the following steps of:

and judging whether the GPF differential pressure pipeline is frozen before the vehicle starts or not based on the pre-starting icing information.
The pressure diagnostic control method of claim 9, wherein the generating pre-start icing information for the GPF differential pressure circuit of the vehicle based on the previous driving cycle average ambient temperature or engine water temperature comprises:

judging whether the average environmental temperature of the previous driving cycle is greater than or equal to a second preset environmental temperature;

if yes, generating pre-starting icing information of the GPF differential pressure pipeline of the vehicle, wherein the pre-starting icing information is non-icing before starting.
The pressure diagnostic control method of claim 10, wherein the generating pre-start icing information for a GPF differential pressure circuit of the vehicle based on the last driving cycle average ambient temperature or engine water temperature further comprises:

if the average environmental temperature of the previous driving cycle is smaller than the second preset environmental temperature, acquiring a shutdown soaking time of the vehicle before starting;

judging whether the time of stopping the leaching is greater than or equal to the preset stopping time or not;

if yes, generating pre-starting icing information of the GPF differential pressure pipeline of the vehicle, wherein the pre-starting icing information is non-icing before starting.
The pressure diagnostic control method of claim 9, wherein the generating pre-start icing information for the GPF differential pressure circuit of the vehicle based on the previous driving cycle average ambient temperature or engine water temperature further comprises:

Judging whether the water temperature of the engine is larger than or equal to a preset water temperature of the engine;

if not, generating pre-starting icing information of the GPF differential pressure pipeline of the vehicle, wherein the pre-starting icing information is possible to freeze before starting.
The pressure diagnostic control method of claim 12, wherein the generating pre-start icing information for a GPF differential pressure circuit of the vehicle based on the last driving cycle average ambient temperature or engine water temperature further comprises:

if the engine water temperature is greater than or equal to a preset engine water temperature, acquiring icing information when the last driving cycle of the vehicle is flameout;

judging whether icing is possible or not in the flameout of the previous driving cycle based on the icing information in the flameout of the previous driving cycle;

if so, generating pre-start icing information of the GPF differential pressure pipeline of the vehicle, wherein the pre-start icing information is possible to freeze before starting.
The pressure diagnostic control method of claim 1, wherein said method further comprises:

judging whether the vehicle is flameout or not;

if so, judging whether the vehicle is likely to freeze or not when flameout occurs based on the accumulated ice melting time and the accumulated ice melting time;

If yes, generating and recording icing information of the vehicle when the current driving cycle is flameout, wherein the icing information of the vehicle when the current driving cycle is flameout is possible to be iced;

if not, generating and recording the icing information of the vehicle when the current driving cycle is flameout, wherein the icing information of the vehicle when the current driving cycle is flameout is non-icing.
A pressure diagnostic device of a GPF, the device comprising:

the first judging module is used for judging whether the vehicle is started or not;

the second judging module is used for judging whether the GPF differential pressure pipeline of the vehicle is frozen before the vehicle is started when the vehicle is started;

a pressure diagnostic module for releasing a pressure diagnostic condition to perform a pressure diagnosis when the GPF differential pressure line is not frozen before the vehicle is started;

the accumulated time monitoring module is used for monitoring accumulated ice melting time and accumulated ice forming time of the GPF differential pressure pipeline in the running process of the vehicle;

the pressure diagnosis module is also used for resetting the accumulated icing time and the accumulated ice melting time and prohibiting pressure diagnosis when the difference value between the accumulated icing time and the accumulated ice melting time is larger than or equal to a first preset time.
The pressure diagnostic apparatus of claim 15, wherein the apparatus further comprises:

the pressure diagnosis module is also used for prohibiting pressure diagnosis when the GPF differential pressure pipeline is frozen before the vehicle starts;

the pressure diagnosis module is further used for resetting the accumulated ice melting time and the accumulated ice melting time when the difference value between the accumulated ice melting time and the accumulated ice melting time is larger than or equal to a second preset time, and releasing pressure diagnosis conditions to execute pressure diagnosis.
The pressure diagnostic apparatus of claim 15, wherein the apparatus further comprises:

the exhaust flow rate change rate monitoring module is used for monitoring whether the absolute value of the exhaust flow rate change rate in the GPF is larger than or equal to the preset exhaust flow rate change rate under the dynamic working condition when the difference value between the accumulated icing time and the accumulated ice melting time is larger than or equal to a first preset time;

the accumulated value acquisition module is used for acquiring the accumulated value of the absolute value of the exhaust flow rate in the GPF, the accumulated value of the absolute value of the sensor pressure difference change rate and the accumulated value of the absolute value of the post-pipe pressure change rate when the absolute value of the exhaust flow rate in the GPF is greater than or equal to the preset exhaust flow rate change rate;

The third judging module is used for judging whether the accumulated value of the absolute value of the exhaust flow rate change rate is larger than or equal to a first preset accumulated value;

a fourth judging module, configured to judge whether the integrated value of the absolute value of the sensor differential pressure change rate is greater than or equal to a second preset integrated value and whether the integrated value of the absolute value of the rear pipe pressure change rate is greater than or equal to a third preset integrated value when the integrated value of the absolute value of the exhaust gas flow rate change rate is greater than or equal to a first preset integrated value;

the pressure diagnosis module is further used for prohibiting pressure diagnosis when the accumulated value of the absolute value of the pressure difference change rate of the sensor is smaller than a second preset accumulated value and/or the accumulated value of the absolute value of the pressure change rate of the rear pipe is smaller than a third preset accumulated value.
A computer-readable storage medium storing at least one instruction, at least one program, a code set, or an instruction set, the at least one instruction, the at least one program, the code set, or the instruction set causing the computer to execute the pressure diagnostic control method according to any one of claims 1 to 14.